Train-stopping apparatus.



-1. L. DUGGAN &1. D. MAYNARD.

TRAINSTOPPING APPARATUS.

APPLICATION FILED SEPT-15, 1914.

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APPLICATION FILED SEPT- 15. 1914.

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J. L. DUGGAN (91. D. MAYNARD.

TRAIN STOPPING APPARATUS.

APPLICATION FILED SEPT. 15. 1914.

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JEREMIAH I. DUGGAN AND JOHN D. MAYNARD, OF NEW LONDON, CONNECTICUT.

TRAIN-STOPPING APPARATUS.

Specification of Letters Patent.

Patented Dec. 5, 1916.

To all whom it may concern:

Be it known that we, JEREMIAH L. DUG- GAN and JOHN D. MAYNARD, subjects of the King of Great Britain, residing at New London, in the county of New London and State of Connecticut, have invented new and useful Improvements in Train Stopping Apparatus, of which the following is a specification.

This invention relates to improvements in train stopping apparatus and has particular application to a mechanically controlled train stop.

In carrying out the present invention, it is our purpose to provide train stopping apparatus whereby in the event of a train pass ing a danger signal or entering the danger zone, the brakes will be applied, the propelling power of the train cut d, the tracks sanded to facilitate the action of the brakes and numerous other functions performed, the efiect being to bring the train to a stop and advise the train crew of prevailing conditions.

It is also our purpose to provide apparatus of the type set forth which will embrace the desired features of simplicity, efficiency and durability, which may be installed,

maintained and operated at a minimum expense and which will conform with the various traflic regulations in regard to clearance, equipment and so forth.

With the above and other objects in view, the invention consists in the construction,

- combination and arrangement of parts hereinafter set forth in and falling within the scope of the claim.

In the accompanying drawings; Figure 1 is a fragmentary side elevation of a steam driven locomotive showing our invention applied thereto. Fig. 2 is an enlarged fragmentary sectional view through the trackway and car thereon showing the relative positions of the car carried mechanism and the track signal. Fig. 8 is a view in side elevation of the controlling valve. Fig. 4: is a perspective view of the plug of the valve re moved from the casing. Fig. is a vertical central sectional view through the valve. Fig. 6 is a transverse sectional view on the line 66 of Fig. 5. Fig. 7 is a similar view on the line 77 of Fig. 5. Fig. 8 is a fragmentary sectional view on the line 88 of Fig. 3.

Referring now to the drawings in detail, 1 designates a trackway which is preferably divided into blocks and located at the entrance to each block is an appropriate form of dwarf semaphore 2 connected up with the adjacent standard semaphore or other suitable operating mechanism. In the event of the dwarf signal being connected up with an adjacent standard semaphore, the target thereof will move to danger position when the signal blade of the standard semaphore goes to danger and will indicate clear when the signal blade of the semaphore denotes clear.

The car carried mechanism embodies a controlling valve 3 which, in the present instance, comprises a vertical cylindrical casing 1 having the inner wall tapering toward the lower end thereof, and a plug 5 mounted within the casing and capable of rotation therein and having the outer wall thereof conforming to the configuration of the inner wall of the casing so that the plug will fit tightly against the seat formed by the inner wall of the casing. Formed in the casing 1 at diametrically opposite points are inlet and exhaust ports 6 and 7 respectively, while formed in the plug 5 is a transverse bore 8 adapted when the plug is rotated in one direction to establish communication between the inlet and exhaust ports 6 and 7 and to out off such communication when the plug is reversed in the opposite direction. Formed in the casing 1 in a plane above that of the ports 6 and 7 are intake and discharge ports 9 and 10 respectively disposed side by side and formed in the side walls of the plug 5 in a plane above the bore 8 is a groove 11 designed, when the valve is open, that is to say, when the bore 8 is establishing communication between the inlet and exhaust ports 6 and 7, to establish communication between the intake and discharge ports 9 and 10, and when the valve is closed to cut off communication between the intake and discharge ports. Also formed in the casing 4 in a plane above that of the inlet and exhaust ports are secondary intake and exhaust ports 12 and 13 respectively, while formed in the side wall of the plug 5 is a cavity 14 adapted when the valve is closed or in running position to establish communication between the secondary intake and exhaust ports 12 and 13 respectively.

Threaded into the top of the casing 4; is a cap or closure 15 designed to maintain the plug 5 in proper position within the casing, While depending from the lower end of the 7 plug is a stem 16 and fastened to the stem established by way of the bore 8, communication established between the intake and discharge ports 9 and 10 by means of the groove 11, and the cavity 14L moved out of registration with the secondary intake and exhaust ports 12 and 13 thereby cutting off "communication between the last-mentioned ports. 7

18 indlcates a plpe in communication with othe train line air pipe or brake pipe and such pipe is connected with the inlet port' 6 of the valve casing 1, jwhile 19 designates a conduit leading from the main air reservoir of the air brake system of the car or tram and connected with the Intake port 9 1n the valve casing. Leading from the discharge port 10 in the valve casing is a supply pipe 20 extending into the cab of the locomotive and connected with an appropriate form of fluid operated motor having connections with the engineers throttle valve lever, brake valve handle, steam valve controlling the flow of steam to the heating system of the train, and all other valves or controlling elements of the. train equipment so that when the motor is operated the flow of steam to the drive cylinders of the locomotive will be cut off, the engineers brake valve moved to emergency position, the controlling valve of the heating system of the train shut, and the remaining controlling elements of the train equipment actuated to perform their proper functions. Also leading from the supply pipe 20 is a branch pipe 21 leading into the sand dome of the boiler and designed to eifect the feeding of sand to the rails of the trackway, when the controlling valve 3 is actuated, to facilitate the braking of the train. A suitable form of whistle is also preferablyoconnected with the pipe 20 so that the train'crew will be advised of the condition of the controlling valve '3. Connectedwith the pipe 20 is a branch pipe 22 having the outerendthereof connected with the secondary intake port 12 inthe valve jcasing 4c.

In practice, should a train run by'a danger signal the valve. plug 5 will be rotated within. the casing 4 as previously described and 7 communication between the brake pipe and the atmosphere established by way of the 7 Copies of this patent may be obtained for ports 6 and 7 and the bore 8, communication between the conduit 19 and supply pipe 20 established by way of the ports 9 and 10 and the groove 11, and communication between the branch pipe and the atmosphere cut ofi incident to the cavity moving out of registration with the secondary intake and exhaust ports. Thus, the train will be brought to a standstill.

hen the valve plug 5 is restored to normal or running position communication between the brake pipe and the atmosphere and between the conduit 19 and the supply pipe 20 is cut off, and the cavity 14 moved into communication with the secondary intake and exhaust ports 12 and 13 thereby placing the supply pipe .20 in communication with the atmosphere by way 'of the branch pipe 22, secondary intake and exhaust ports 12 and 13, and cavity '14:, thus bleeding the supply pipe and enabling the apparatus within the cab to be restored to normal condition.

From the foregoing description taken in connection with the accompanying drawings, the construction and mode of operation of our improved train stopping apparatus will be readily apparent.

While we have herein shown and described one preferred form of our invention by way of illustration, we wish it to be understood that we do not limit or confine ourselves to the precise details of construction herein described and delineated, as modification and variation may be made within the scope of the claim without departing from the spirit of the invention.

\Ve claim:

A valve of the class described comprising a casing having diametrically opposed inlet and outlet ports, and spaced horizontally arranged ports disposed in a plane above the first mentioned ports, a plug rotatably mounted within the casing and having a bore adapted to register with the first mentioned ports, and a transverse groove adapted to register with the second mentioned ports in one position of the plug, said casing being further provided with spaced superimposed ports, and said plug having an additional groove adapted to register with the last mentioned ports when the above mentioned ports of the respective parts are out of registration.

In testimony whereof we aflix our signatures in presence 'of two witnesses.

JEREMIAH L. DUGGAN. JOHN D. MAYNARD. Witnesses:

THOMASE. TROLAND, CARRIE P. BAILEY.

five cents each, by addressing the Commissioner of Patents. Washington, D. G. 

